WO2007131960A1

WO2007131960A1 - Motorcycle braking system

Info

Publication number: WO2007131960A1
Application number: PCT/EP2007/054586
Authority: WO
Inventors: Axel Hinz; Günther VOGEL
Original assignee: Continental Teves Ag & Co. Ohg
Priority date: 2006-05-17
Filing date: 2007-05-11
Publication date: 2007-11-22
Also published as: US8480184B2; DE102006045038A1; DE502007001417D1; EP2019766B1; JP2009537369A; US20090184567A1; EP2019766A1; JP5259577B2

Abstract

The invention relates to a hydraulic motorcycle braking system, in which the pump suction valve (25), which is situated in the braking circuit that does not contain the isolating and change-over valves (19, 20), has a higher opening pressure than the pump suction valve (24) which is situated in the braking circuit provided with said isolating and change-over valves (19, 20). As a result of the invention, pressure oscillations initiated during the start-up of the pump cannot have a retroactive effect or only have a slight retroactive effect on the actuated brake master cylinder (13 and 7).

Description

Kraftradbremsanläge

The invention relates to a motorcycle brake system according to the preamble of patent claim 1.

From EP 1 277 635 A2 such a motorcycle brake system is already known. The brake system has a hydraulically actuated front and rear brake circuit, wherein each brake circuit is connected either to a foot or manually operated master cylinder. For brake slip control, electromagnetically activated intake and exhaust valves are used in the front and rear wheel brake circuits, as well as with a pump to build up pressure in the two brake circuits. The rear wheel brake circuit has an additional valve arrangement which, with manual actuation of the front wheel brake circuit, simultaneously enables pressure buildup on the rear wheel brake via the pump without the necessity of actuating the main brake cylinder of the rear wheel brake circuit.

At the front wheel brake circuit, a first pressure sensor is arranged to detect the manual operation of the front wheel brake circuit and to activate the pump to build up an autonomous brake pressure in the rear wheel brake can.

Depending on the safe detection of the master cylinder pressure in the front brake circuit then the pump can be electrically activated and a regulated brake pressure in the rear brake can be established. With the start of the pump, however, there is the problem that pressure oscillations are initiated, which act back on the manually operated master cylinder and are unpleasantly noticeable in the handbrake lever.

Therefore, it is the object of the present invention to improve a motorcycle brake system of the known type such that the initiated during the start of the pump pressure oscillations can not react or only slightly on the manually operated master cylinder.

This object is achieved for a motorcycle brake system of the specified type with the characterizing features of claim 1.

Further features and advantages of the invention will become apparent from the subclaims and from the following description of an embodiment with reference to a drawing.

Show it:

Figure 1 shows the hydraulic circuit diagram for a relation to the

The prior art improved motorcycle brake system whose front wheel brake is not or only slightly exposed to autonomous operation of the rear brake due to an increase in the opening pressure at the pump suction valve of a reaction of the pump on the hand brake lever

FIG. 2 shows a hydraulic circuit diagram for a motorcycle brake system in an embodiment deviating from FIG. 1, the front wheel brake circuit of which is provided with the separating and switching valve known from FIG. 1, so that, in the case of autonomous operation of the front wheel brake system. Radbremskreises a reaction of the pump is prevented on the provided with the handbrake master cylinder,

FIG. 3 shows the hydraulic circuit diagram according to FIG. 2 extended by a second front brake or alternatively with a front brake with a plurality of independently operable wheel brake cylinders, which are connected to the manually operable master cylinder via a distribution of the brake line connected to the front brake circuit to two front wheel brakes or to the independently operable wheel brake cylinders;

FIG. 4 shows the hydraulic circuit diagram according to FIG. 3 additionally with a line connection between the brake line of the rear wheel brake circuit and the pump suction path into which a check valve is inserted.

1 shows the hydraulic circuit diagram of an improved new motorcycle brake system in a schematic representation. The brake system consists of a hydraulically actuated front and rear brake circuit 4, 10, each with a connected to the front brake 4, by hand force proportionally actuated master cylinder 7 and a fußkraftproportional actuated master cylinder 13 on the rear brake 14th

For the brake slip control in the front and rear wheel 4, 10 electromagnetically actuated inlet and outlet valves 6, 12 are used, wherein in each case the open in the home position inlet valve 6 is inserted into the brake line 18 of the front or rear brake circuit 4, 10, which the associated Master cylinder 7, 13 with the derrad- or the rear wheel brake 5, 14 connects. The outlet valve 12 closed in the basic position is in each case inserted into a return line 15 of each brake circuit which connects the front or rear wheel brake 5, 14 with a respective low-pressure reservoir 16 and the suction side of a dual-circuit split pump 9, which operates on the return flow principle. The pump 9 therefore communicates with the brake lines 18 upstream of the inlet valves 6 via noise-damping chambers 17 inserted in the two brake circuits so that demand-driven return of the brake fluid volume discharged from the front or rear wheel brake 5, 14 is ensured.

The rear-wheel brake circuit 10 has, in addition to the illustrated features of the front-wheel brake circuit 4, an electromagnetically actuated separating valve 19 inserted between the master brake cylinder 13 and the intake valve 6 into the brake line 18, which is open in its basic position. Furthermore, between the separating valve 19 and the master cylinder 13 to the brake line 18 of the rear wheel 10, a leading via an electrical switching valve 20 suction path 21 connected to the pump 9, whereby the effective in the rear brake 10 pump portion at electrical excitation of the switching valve 20 pressure medium for autonomous pressure build-up in the Rear brake 14 can be seen from the master cylinder 13 and to promote the rear brake 14, while the isolation valve 19 remains to avoid a return promotion in the master cylinder 13 in its electrically energized locking position.

For detecting the master cylinder pressure supplied to the front wheel brake circuit 4, upstream of the intake valve 6, is located on the brake pipe 18 of the front wheel brake. For detecting the wheel brake pressure in the rear wheel brake 10, a second pressure sensor 2 downstream of the inlet valve 6 connected to the rear wheel and a third pressure sensor upstream of the isolation valve 19, whereby the operation of the master cylinder 13 can be reliably detected.

Through the inlet valves 6, the brake pressure generated in the brake lines 18 can be limited at any time in the dual-circuit brake system. The brake pressure reduction in the wheel brakes via the electromagnetically aufschaltbaren exhaust valves 12 in the direction of the two low-pressure accumulator 16. The details of this can be found in the functional description of the brake slip control in one of the following description sections.

The detected by the first pressure sensor 1 in the front brake 4 master brake cylinder pressure forms the reference variable for electrically activating the effective in the rear brake 10 pump 9, in cooperation with the intake and exhaust valves 6, 12, the separating and switching valve 19, 20 an electro-hydraulic brake pressure build-up Rear wheel brake circuit 10 causes according to an electronic brake force distribution characteristic stored in the control unit 8, when only the master cylinder 7 connected to the front wheel brake circuit 4 is actuated.

To evaluate the pressure sensor signals, a logic circuit is provided in the electronic control unit 8 in which, depending on the evaluation result of the pressure sensor signals by means of the electrically actuable pump 9, an autonomous hydraulic pressure is generated in the rear wheel brake circuit 10.

The symbolically represented control unit 8 forms an inte- grales component of a brake unit 11, which is preferably plugged for making electrical contact with the pressure sensors integrated in the brake unit 11 and the inlet and outlet valves 6, 11 integrated therein. The brake unit 11 can thus be attached to a motorcycle frame due to the particularly compact design in the vicinity of a battery.

Basically:

1. A blocking tendency of the front and the rear wheel is reliably detected by means not shown wheel speed sensors and their signal evaluation in the control unit. The inlet valve 6 arranged in the front wheel or in the rear wheel brake circuit 4, 10 is electromagnetically closed via the control unit 8 in order to prevent a further pressure build-up in the front wheel or rear wheel brake circuit 4, 10.

2. Should reduce the blocking tendency additionally further pressure reduction in the front and rear brake circuit

4, 10, this is achieved by the opening of the respective low-pressure accumulator 16 connectable, normally normally closed exhaust valve 12. The exhaust valve 12 is closed as soon as the wheel acceleration increases again beyond a certain extent. In the depressurization phase, the corresponding inlet valve 6 remains closed, so that the master cylinder pressure generated in the front wheel or rear wheel brake circuit 4, 10 can not propagate to the front wheel or rear wheel brake circuit 4, 10.

3. If the determined slip values again allow a build-up of pressure in the front wheel or rear-wheel brake circuit 4, 10, the inlet valve 6 will correspond to the requirement of the in Control unit 8 integrated slip control open for a limited time. The hydraulic volume required for the pressure build-up is provided by the pump 9.

Outside of the brake slip control is due to the hydraulic circuit concept with (fußkraftproportionaler) actuation of the rear brake circuit 10 connected to the master cylinder 13 exclusively a force-proportional pressurization of the rear brake 14, i. the front-wheel brake circuit 4 remains unpressurized until (hand-power proportional) actuation of the master brake cylinder 7 connected to the front-wheel brake circuit 4 is actuated.

As a special feature of the presented motorcycle brake system according to FIG. 1, the rear wheel brake 14 is autonomously braked by a suitable pump control in the case of force-proportional actuation of the front wheel brake circuit 4. The pump 9 removes this via the electrically open switching valve 20 pressure fluid from the master cylinder 13 and promotes it to the rear brake 14. In this case, the isolation valve 19 remains electrically operated in the closed position, which ensures that the pump pressure does not escape into the master cylinder 13.

On the other hand, due to the dual-circuit of the pump 9 and the concomitant simultaneous pressure build-up in both brake circuits a reaction of the pump pressure to the brake circuit having the manually operated master cylinder 7, undesirable and must therefore be avoided in an autonomous and thus externally controllable pressure build-up in not manually operated brake circuit For this reason, according to the invention, according to FIGS. 1-4, a valve circuit is proposed which avoids a retroactive effect of the pump pressure on the manually actuated master cylinder. The pump 9 of the improved motorcycle brake system according to FIG. 1 therefore has a valve circuit with different intake valves 24, 25 for each brake circuit, the intake valve 25 arranged in the exclusively manually loadable brake circuit (front wheel brake circuit 4) having a significantly higher opening pressure (approximately 1.2 bar). has as in the autonomously loadable brake circuit (rear wheel 10) arranged suction valve 24, the opening pressure is preferably about 0.2 bar. This ensures that at an autonomous and thus triggered via the pump 9 pressure build-up in not manually operated rear brake 10 at the same time a repercussion of the pump pressure on the front brake circuit 4 connected, manually operated master cylinder 7 is significantly reduced.

The hydraulic circuit of Figure 2 shows a modification of the invention of the circuit arrangement of Figure 1, according to which the known from Figure 1 rear wheel brake arrangement with respect to the separating and switching valve 19, 20 and with respect to the pressure holding valve 28 has been transmitted to the front wheel brake 4. Accordingly, the two Pumpensaugventile 24, 25 are reversed in the two brake circuits. The pump suction valve 25 provided with the higher opening pressure is thus located in the rear wheel brake circuit 10, which reduces the feedback effect of the pump pressure on the foot-operated master cylinder 13 in the autonomous brake system operation. Furthermore, notwithstanding FIG. 1, the pressure retention valve 28 is now removed from the rear wheel brake circuit in FIG. 2 and arranged on the low pressure accumulator 16 of the front wheel brake circuit 4 on the output side, which contributes to facilitating the secondary circuit ventilation in the rear wheel brake circuit 10. Namely, in the rear wheel brake circuit 10, the low-pressure accumulator 16 is connected directly to a branch of the return line 15, whereas in the front wheel brake circuit 10 arranged wheel brake 4 arranged low-pressure accumulator 16 via the return line 15 advantageously in the direction of the pressure-holding valve 28.

An autonomous operation of the motorcycle brake according to Figure 2 is accordingly on the (fußkraftproportionale) operation of the rear brake 10 connected to the master cylinder 13, whereby the now according to known circuit diagram (see FIG. 1) arranged in the front brake 4 and separating valve 19, 20 not shown , electromagnetically excited switching position occupy, in which the pump connected to the front brake circuit 4 connected to the suction side of the master cylinder 4, but the pressure side of the master cylinder 4 is disconnected, while connected to the rear wheel 10 pump circuit due to the increased opening pressure of the suction valve 25, the pump back action on the master cylinder 13 reduces , Since, moreover, the master brake cylinder 13 is actuated in a foot force-proportional manner in FIG. 2 via a brake pedal, a possible pump reaction to the master brake cylinder 13 can hardly or not at all be sensed by the driver due to the selected brake circuit distribution.

The hydraulic circuit of Figure 3 shows an inventive extension of the circuit of Figure 2, according to the embodiment of Figure 3, the front brake 5 has either two functionally separate brake calipers or a multi-piston brake, the brake piston independently via a two-part brake line 18 with the Front brake circuit 4 are connected. In FIG. 3, the autonomously controllable front-wheel brake circuit 4 known from FIG. 2 is thus supplemented by a line branch in the direction of the second front-wheel brake 5 shown symbolically, into the brake-slip control upstream of the second front wheel brake 5, an inlet valve 6 and downstream of the second wheel brake 5 in a further return line 15, an outlet valve 12 of the type already cited are used. The line branch is branched off upstream of the separating and switching valve 19, 20 on the brake line 18 of the front wheel brake circuit 4, so that the symbolically represented second front wheel brake 5 is not autonomously controllable, but only manually operable. This has the advantage that during an autonomous brake pressure control in the first front brake 5 a comfortable braking in the front brake circuit 4 is possible because in the symbolically illustrated second front brake 5, a brake pressure can be built up unhindered.

In the present embodiment of Figure 3 is thus one of the two front brakes 5 only manually via the master cylinder 7 can be actuated so that at any time a comfortable brake actuation feeling on the brake lever of the master cylinder 7 is perceptible.

In FIG. 3, the construction of the rear wheel brake circuit 10 in all essential elements corresponds to the representation of the rear wheel brake circuit 10 according to FIG. 2.

As is sketched by way of example in FIG. 3, the rear wheel brake 14 can also be designed as a multi-piston brake, which are all connected via the brake line 18 of the rear wheel brake circuit 10 to the second master cylinder 13.

1, the circuit arrangements according to FIGS. 2, 3, 4 have a pump 9 whose pump suction valve 24 arranged in the front-wheel brake circuit 4 has a substantially lower opening pressure (about 0.2 bar) than that in the rear-wheel brake circuit 10 arranged 1.2 further), whereby a so-called idle pulsation of the pump 9 in the rear wheel 4 in the direction of the second master cylinder 7 is advantageously avoided, whereby the foot brake lever can be operated without feedback.

The hydraulic circuit according to FIG. 4 essentially differs from the circuit arrangement according to FIG. 3 by two additional additional features, according to which:

1. A line provided with a check valve 26 connects the brake line 18 of the rear wheel brake circuit 10 with the pump suction path 3 in the rear wheel brake circuit 10,

2. Both low pressure accumulator 16 are provided with pressure retention valves 17 which have an identical opening pressure (about 0.8 bar).

Notwithstanding Figure 1 is in the circuit diagrams of Fig. 2 to 4 of the front brake independently depending on the manual operation of the rear brake automatically regulated, with the precise detection of each of the rear brake 14 and the front brake applied to the brake pressure, in particular for a brake slip control in two brake circuits, both at the rear brake 14 and at the front brake, a pressure sensor 2 is arranged.

Unless previously discussed in detail on each of the further apparent from Figures 2 to 4, these correspond functionally and structurally the circuit diagram of Figure 1, wherein all the figures for identical elements have the same reference numerals.

In summary, it can thus be stated for all exemplary embodiments according to FIGS. 1-4 that, according to the invention, in that brake circuit which contains the separating and switching valve 19, 20 does not have, the pump suction valve 25 has a higher opening pressure than the pump suction valve 24, which is arranged in that brake circuit which is provided with the separating and switching valve 19, 20.

As a result, during an autonomous operation of the motorcycle brake system is a pulsating reaction of the pump 9 in that brake circuit on the hand or foot-operated master cylinder 7; 13 prevents, which does not have a separating and switching valve 19, 20 has.

It follows according to the embodiment of Figure 1, that in the front brake circuit 4, which does not have the separating and switching valve 19, 20, the pump suction valve 25 has a higher opening pressure than the pump suction valve 24 which is arranged in the rear wheel brake 10, which the separation and Switching valve 19, 20 has.

Alternatively, the figure 2 shows an embodiment in which the rear brake circuit 10, which does not have the separating and switching valve 19, 20, the pump suction valve 25 has a higher opening pressure than the pump suction valve 24 which is arranged in the front-wheel brake 4, which with the separation - And switching valve 19, 20 is provided.

In addition to FIG. 2, FIG. 3 shows that on the brake circuit (front wheel brake circuit 4) which has the separating and switching valve 19, 20, upstream of the separating and switching valve 19, 20, a further wheel brake (front wheel brake 5) is applied to the brake circuit (front wheel brake 4) ) or a separately acted upon brake piston is connected, whereby on the front brake circuit 4 connected to the master cylinder 7 (as a result of the volume of the additional wheel or brake piston) on the illustrated brake lever for a conventional brake operation desired brake lever feeling is guaranteed.

Finally, because of the arrangement of a pressure retention valve 28 at the outlet of the low-pressure accumulator 16, FIG. 4 shows a sensible measure for evacuating the secondary circuit, to which an electromagnetically open shut-off valve 26 is connected upstream of the intake valve 6 on the brake line of the rear wheel brake circuit, downstream of the pressure retention valve 28 Suction side of the pump 9 is connectable.

Regarding the design of the pump 9 is to be noted for all embodiments that the difference in the opening pressures of both pump suction valves 24, 25 between 0.5 to 1.5 bar, preferably 1 bar. The opening pressure of the pump pensaugventils 24, which is arranged in that brake circuit having the separating and switching valve 19, 20, is between 0.1 to 0.4 bar, preferably 0.2 bar in order to achieve the highest possible delivery rate , By contrast, the opening pressure of the pump suction valve 25, which is arranged in that brake circuit, which does not have the separating and switching valve 19, 20, between 0.6 to 1.6 bar, preferably 1.2 bar, which due to the reduction of the Pumpensaugverhaltens Pressure pulsations are not perceptible to the hand or foot operated master cylinder 7, 13.

Both pump suction valves 24, 25 are executed in the simplest embodiment as in the basic position closed by spring force check valves, preferably ball check valves, which are hydraulically aufschaltbar. Theoretically, an electromagnetic suction valve control would be conceivable. The pump 9 is in all embodiments as a piston executed pump whose pump piston with the two pump pensaugventilen 24, 25 are summarized in the block-shaped brake unit 11 in which the inlet and outlet valves 6, 12, the separating and switching valve 19, 20, the pressure sensors 1, 2, 3, and the two low-pressure accumulator 16 are added.

With regard to the two low pressure accumulators 16 is to be noted in all embodiments that each of those low pressure accumulator 16, which is arranged in the brake circuit, which does not have the separating and switching valve 19, 20, no pressure retention valve 28 is required, what the secondary circuit ventilation and construction costs in this area favors.

Claims

claims

1. Motorcycle brake system with a hydraulically actuated front and rear brake, with two master cylinders for independent operation of both brake circuits, with a braking pressure control in each brake circuit provided inlet and outlet valve, with a dual-circuit pump for pressure supply of the front and rear brake circuit, which after Recirculation principle operates, with a pump suction valve and a pump pressure valve in each pump circuit, with a low pressure accumulator connected to each pump suction side upstream of the pump suction valve, with a first wheel brake in the first brake circuit and a second wheel brake in the second brake circuit, and with a separating and switching valve in that brake circuit, the autonomous brake pressure build-up in one of the two wheel brakes can be acted upon independently of an actuation of the master brake cylinder assigned to it by the delivery pressure of the pump, characterized in that in that brake circuit which r does not have the separating and switching valve (19, 20), the pump suction valve

(25) has a higher opening pressure than the pump suction valve (24) which is arranged in the brake circuit which the separating and switching valve

(19, 20).

2. Motorcycle brake system according to claim 1, characterized in that in the front-wheel brake circuit (4), which does not have the separating and switching valve (19, 20), the pump suction valve (25) has a higher opening pressure than the pump suction valve (24) in the rear wheel (10) is arranged, which has the separating and switching valve (19, 20).

3. motorcycle brake system according to claim 1, characterized in that in the rear wheel brake circuit (10), which does not have the separating and switching valve (19, 20), the pump suction valve (25) has a higher opening pressure than the pump suction valve (24) in the front-wheel brake (4) is arranged, which has the separating and switching valve (19, 20).

4. Motorcycle brake system according to one of the preceding claims, characterized in that the difference of the opening pressures of both pump suction valves (24, 25) between 0.5 to 1.5 bar, preferably 1 bar.

5. motorcycle brake system according to one of the preceding claims, characterized in that the opening pressure of the Pumpensaugventils (24), which is arranged in that brake circuit having the separating and switching valve (19, 20), between 0.1 to 0.4 bar , preferably 0.2 bar.

6. Motorcycle brake system according to one of the preceding claims, characterized in that the opening pressure of the Pumpensaugventils (25), which is arranged in that brake circuit which does not have the separating and switching valve (19, 20), between 0.6 to 1.6 bar, preferably 1.2 bar.

7. Motorcycle brake system according to claim 6, characterized in that both pump suction valves (24, 25) are designed as closed in the basic position by spring force check valves, preferably ball check valves, which are hydraulically aufschaltbar.

8. motorcycle brake system according to any one of the preceding Claims, characterized in that the pump (9) is designed as a double-flow piston pump whose pump pistons are combined with the two pump suction valves (24, 25) in a block-shaped brake unit (11) in which a plurality of inlet and outlet valves (6, 12) , the separating and switching valve (19, 20), a plurality of pressure sensors (1, 2, 3), and the two low-pressure accumulator are added.

9. motorcycle brake system according to one of the preceding claims, characterized in that on the one brake circuit, which has the separating and switching valve (19, 20), upstream of the separating and switching valve (19, 20) to the brake circuit, a further wheel brake (5) is connected, which is directly operable via the master cylinder connected to the brake circuit (7).

10. motorcycle brake system according to claim 9, characterized in that the brake pressure in the further wheel brake (5) via further inlet and outlet valves (6, 12) is adjustable.